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ONE:As this excitement closed the old year, so it opened the new one. No sooner did Parliament meet, after the Christmas recess, than, on the 17th of January, 1764, the order for Wilkes's attendance at the bar was read. It was then found that he had thought it best to retire into France. Still he did not hesitate to send over a medical certificate, signed by one of the king's physicians and an army surgeon, affirming that his wound was in such a condition that it was not safe for him to leave Paris. The House of Commons paid no attention to the certificate, but proceeded to examine evidence, and the famous No. 45 of the North Briton; and after a violent debate, continuing till three o'clock in the morning, passed a resolution that the paper in question contained the grossest insults to his Majesty, to both Houses of Parliament, and tended to traitorous insurrection against the Government. Accordingly, the next day, he was formally expelled the House, and a new writ was issued for Aylesbury. TWO:The earliest idea of a steam-engine was that given by the Marquis of Worcester, in his "Century of Inventions," in 1663, which idea he obtained from De Caus, and reduced to action in London. The next step was to Papin's Digester, and then to Savery's so-called "Atmospheric Engine." This, improved by Newcomen in 1711,[195] was introduced to drain mines in all parts of the kingdom, but especially in the coal-mines of the north and midland counties, and the copper mines of Cornwall. By its means many mines long disused through the accumulation of water were drained and made workable, and others were sunk much deeper. Smeaton, in 1769, greatly improved this engine, which, from its rapid working of a horizontal beam, was called by the miners a "Whimsey," as having a whimsical look. Watt, then a student in the University of Glasgow, commenced a series of experiments upon it, which, between 1759 and 1782, raised the engine to a pitch of perfection which made it applicable not only to draining water out of mines, but, by the discovery of the rotatory motion, enabled it to propel any kind of machinery, spin cotton, grind in mills of all kinds, and propel ships and carriages. Watt was greatly aided in his efforts by Mr. Matthew Boulton, and their engines were manufactured at Soho Works, near Birmingham. They did not, however, enjoy the fruits of their patents for protecting their inventions without many most unprincipled attempts to invade their rights by masters of mines and others, by which they were involved in very harassing law-suits. The first application of the steam-engine to the machinery of a cotton-mill was at Papplewick, in Nottinghamshire, in 1785, and the first mill built for the employment of machinery driven by an engine was in Manchester, in 1789. The first application of the engine to propel a vessel was at Dalswinton, on the Clyde, in 1788, the boat being constructed by Patrick Miller, James Taylor, and William Symington. In the following year these inventors made a second experiment on the Forth and Clyde Canal at the Carron Works, with perfect success, the vessel going at the rate of nearly seven miles an hour. Symington was probably the real machinist in this firm, and in 1802 he made a tug-boat on the Forth and Clyde Canal, under the patronage of Lord Dundas, which was worked extremely well by its engine. In 1807 Fulton followed up these experiments by launching a steam-boat on the Hudson, in America, after having in vain solicited the patronage of the British and French Governments for his enterprise. The proposal of Fulton, submitted to the Academy of Paris, was received with a burst of laughter, and Napoleon abandoned the project in deep disgust at having been, as he supposed, made a dupe of by Fulton. We have pointed out on the preceding page the period of the first application of the steam-engine to railways.THREE:Deserted by the Prussians, the French retired with precipitation to Prague, where they were followed by the Austrian army under Prince Charles of Lorraine and Prince Lobkowitz. Soon after the Grand Duke of Tuscany took the principal command, and the French offered to capitulate on condition that they might march away with their arms and baggage. This was refused; but Marshal Belleisle stole out of Prague in December, and, giving Lobkowitz the slip, made for the mountains with fourteen thousand men and thirty pieces of artillery. Belleisle[82] displayed unwearied activity in protecting his men and baggage from the harassing pursuit of Lobkowitz. Notwithstanding this his men perished in great numbers from famine and the severity of the season. They had been reduced to eat horseflesh before leaving Prague, and now they fell exhausted in the deep snows, and were mercilessly butchered by the Austrian irregulars and peasantry. On the 29th of December he reached Eger, and from that point marched into Alsace without further molestation; but he then found that of the thirty-five thousand troops which he took into Germany, only eight thousand remained. Though this retreat was celebrated as one of the most remarkable in history, the Marshal, on reaching Versailles, was received with great coldness.[See larger version]